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impact of operating at maximum gross weight may put
the aircraft beyond its capacity to fly normally, as this
reporter found out:
n  The operation was agricultural dispensing. Aircraft
was loaded at close to gross weight. This was during a
heat wave with temperatures 95-100 degrees, humidity 70-
90%. The density altitude was 2,400 feet. Fields to be
sprayed had obstacles, including two areas which were
considered congested. I completed the long rows to get rid
of as much weight as possible to increase aircraft
performance before working the tight places. On several of
the turns near the congested areas, I had to pull tighter
than I thought to prevent overflight. As time progressed,
the wind diminished to nothing. On one pass I caught
some turbulence from a previous pass and, in order to
maintain controlled flight, I had to overfly a congested
area at approximately 200 feet AGL. The higher than
normal density altitude…created a situation where I tried
to ask the aircraft for more than it could deliver
performance-wise.
Alternatively, high density altitude may appear to be the
cause of poor performance, when a mechanical
malfunction is the real culprit. A general aviation pilot
reports:
n  On an 85-degree day, I noticed a longer than normal
takeoff roll and very poor rate of climb. I thought it was
probably normal considering a 100-horsepower aircraft,
fully loaded on a hot day, but decided to return for landing
anyway just to be safe. The mechanic discovered that the
carb heat cable needed adjustment, and carb heat may
have been partially on when the carb heat control was off.
Later test flight found normal performance. The pilot who
flew the plane before me also noted poor performance, but
continued flight thinking it was only a result of high
density altitude.

equipment,” so no special loading procedures were used.
Temperature in the cargo compartment reached 600-800
degrees. At this time, the aircraft is being declared a total
loss because of possible keel beam damage.
More recent examples from the ASRS database include:
4  Gasoline. “The source of the spill was a gasoline
generator. There were no hazmat labels…
4  Tear gas. “Law enforcement personnel knew about not
carrying their tear gas canisters aboard, but did not see a
problem with those in the baggage area. [The tear gas]
was not declared. They claimed they do it all the time.”
4  Jet fuel. “Strong odor of fuel in the cargo cabin.
Inspection revealed jet fuel leaking from a box that
contained an engine fuel control being shipped from the
maintenance department.”
4  Ammunition. “A box marked ‘Class 3 Explosive–Do
Not Load On Passenger Aircraft’ had been loaded as
regular checked baggage.”
Even such everyday items as insect repellent, fingernail
polish remover, and household cleaning liquids may leak
and release unpleasant fumes. The chemicals in these
products may also react with other materials to create a
dangerous environment for flight crew and passengers.
All of us—pilots, ground crew, cabin crew, and
passengers—are responsible for ensuring that carry-on
baggage and cargo do not present a safety hazard to the
Hot Days, Cool Heads aircraft and its passengers.
Hazmat Revisited
Fast-moving fog—and the well-known “sucker hole” that
often accompanies it— surprised another reporter, a
helicopter pilot en route to an early morning construction
job. Fuel was not a critical issue in this incident, but this is
certainly the sort of situation that can lead to fuel
exhaustion.
n Takeoff was to be at [dawn]. Although I saw there was fog
immediately around the airport, it was clear with
unrestricted visibility along the route of flight. Knowing my
route was clear, I elected a Special VFR departure. As soon
as I took off and climbed through a large hole in the clouds, I
saw that the weather had changed dramatically and that I
was on top of an overcast layer which went for miles in all
directions. I also realized that I could no longer return to my
departure airport—my hole had disappeared. I had to ask
Tower for a radar fix to be certain I didn’t violate the nearby
Class B airspace, and because I had lost contact with the
ground. After deviating several miles out of my way, I found
the earth again approximately 10 minutes later.
I knew better. The marine layer around here has dramatic
changes at dawn and dusk. I had seen this before, but never
　
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